Air-brake detail



IVI. H. RYAN.-

AIR BRAKE DETAIL. APPLICATION FILED bEc.9, 1920.

1,418,400. Patenteuune @1922,

Y if Z0 if Z Zf .9 l ggg 4Z! 25V l. '/24 IIIIIIIIII'IIIIIM wlllzillllllI//IIIII j /l 1 I 1 w WIIIKWIIIIIIIA 'q f l l I m iiiran YivIIcriAni; H. RYAN, or SAN BERNARDINO, CALIFORNIA, Assierion or ONE-runnin To JULIUs J. PnYRon, vor san BnanAanIivo, CALIFORNIA.

AIR-BRAKE DETAL.

Specification of Letters Patent. 'Patented June 6, 1922 Application mea December e, i920. serieu No. 429,443.

nardino and State of California, have in-` vented a new and useful Air-Brake Detail, of which the following is a specification.

By way of explanation it may be stated that there are several conditions under which the quick-action triple'valve of an automatic air brake may be made to assume the undesired emergency position. The first and most prevalent cause is a dirty valve, giving rise to undue friction, the result being that the valve does not respond Vto light reductions, but hangs back, in released position, auxiliary pressure is so great that, when the triple valve does respond, it moves. .so rapidly that there is no time for auxiliary air to pass to the brake cylinder. The slide valve'reaches service position and the triple valve is forced forward at once, compressing its graduating spring, andA assuming emergency position. All of the other triple valves almost invariably are applied, the result being serious damage to cars and their contents. An undesired emergency application may occur from defects in the triple valve,

for instance, a broken graduating pin or a,V

weak or broken graduating spring.

The foregoing being true, one object of this invention is to provide a simple valve which, being interposed between the train line and the triple valve, will permit a restricted flow of air to the triple valve, in case an undersired emergency operation occurs in a triple valve, the construction being such that there may be a free and unrestricted flow from the triple valve toward the train line, when 4a legitimate reduction occurs in the train line.

With the above and other objects in view,

which will appear as the description pro-y ceeds, the invention resides in the combina tion and arrangement of parts and in the details of construction hereiafter described and claimed, it being understood that, within the scope of what is claimed, changes in the precise embodiment of the invention shown can be made without departing from the spirit of the invention.

Figure 1 shows in longitudinal section, a device constructed in accordance with the invention; Figure 2 is a transverse section until the difference in brake pipe and wherein parts are broken away; andk Figure 3 is a diagrammatic plan showing the device forming the subject matter of this applicationv in relation` to sundry standard parts of'an air brake equipment.v f

l The numeral 1 marks a portion of a train line of an air brake system. The triple valve vappears at 2. A conduit 3 forms communication between the triple valve 2 and the train line 1. The `device 4 which forms the subject matter of this application is interposed in the conduit 3. The conduit 3l includes a pipe 5 extending between the device 4 and the triple valve 2, and a pipe 6 extending between the deviceV t and the train line 1. v

The numeral-7 denotes a casing including a body 8 having anipple 9 receiving the pipe 6, and having a nipple 10 receiving the pipeV .0. The body 8 has a neck 11, the end lof which forms a valve seat 12. .A `partition 141 extends entirely across the body 8 and divides the interior of the body into a passage 15 communicating .with the pipe 6' and a passage 16 communicatingwith the pipe 5. The partition 14 is flush, at its edge,

with the periphery of the neck 11, The neck 11 is supplied with an outstanding ange 17 carrying ears 18 supporting a pivotmember 19 passing` through the neckv21 of a valve 20, the valve thus being hingedly mounted,

and being adaptedV to 'rest on the end of the neck 11 and on the edge of the partition 14.

The casing 7 comprising a cap 22 having a flange 23 cooperating with the flange 17 of the body 8. A gasket 24 is interposed between the flanges 23 and 17. Securing elements 25 connect the flanges 23 and 17.V One wall of the cap 22 is provided with a resilient buffer 26, acting as a stop for the valve 20, when the valve Aswings to an open position.

rIhe space within 'the cap 22 constitutes a chamber 27. A port 28 in the valve 20 establishes communication between the chamber 27 and the passage 16. A port 29 is located in the neckl 11 andfestablishes communication between the passage 15 and the chamber 27, independently of the valve 20.

In the event of an undesired emergency operation of the triple valve 2, the pressure in the train line 6 will be communicated to the triple valve by way of the passage 15, the port 29, the chamber 27, the port 28 and the passage 16, thereby creating an increase of pressure at the triple valve 2 and releasing the brakes of the particular car which has been subjected to an undesired emergenc7 application. There will be, however, no sudden reduction in the train pipe 6, since theports 29vand 28 are of restricted cross' section and the brakes oi' the otherV cars will not be set.

vWhen there is a legitimate reduction in the train pipe '6, for the purpose or applying thebrakes, the reduction will be communicated to the chamber 27, by way of the port 29, thereby permitting the valve 20 to open, under the 'the pipe 5, there `being, under such circumstances, va substantially unrestricted flow from the pipe 5 andthe passage 16, into the passage 176 and the train pipe 6, over `-tl-ieedge of the partition 14..

Tiliaving thus described the invention, what is claimedv is 2'- Y 1. In 'a device ott vthe class described, a casing provided with a chamber and having a partition defining passages; and a valve hingedly mounted in the casing be-V 'tween the chamber and the passages, the

vaf-lv'e Vhaving a restricted port .establishing communication between one passage and the chamber, the casing having a restricted port festfablishing communication, inc'lependentb7 ott the valve, 'between the other passage and the chamber.

`2. In 'a device of the class described, a casrngprovlded with a chamber and having pressure in the passage 16 and' a yneck projecting into the chamber, the casing having val partition disposed ytransrersely of the neclr and defining passages; and a valve hingedly mounted'in the casm between the chamber and the passages, and seating on the neck, the valve having a iestrici-edj port establishing communication between the chamber and one passage, the neck being provided with a restricted port, independent of the valve, and establishing communication between the chamber and the other passage.

In a device oi the class described, a casingcomprising a body having a neck being a partition in the bod)T and in the neck, 'the partition defining passages; a cap 4secured to the flange and forming a chamber; and a valve hingedly mounted on the Viange and cooperating with the neck and with the partition, the valve being supplied with restricted port 'forming a communi Vcation vbetween one passage andthe chamber, vthe neck being supplied with a restricted port establishing communication, independentliv of the valve. between the other passage and the chamber. i

,in testimonv that I claim the foregoing as my own, I have hereto aHiXedmy signal ture in the presence of two witnesses.

MICHAEL H. RYAN.

Vitnesses':

JULiUs J. PnYnoN, HUGH L. DioKsoN.

provided with an outstanding flange, there 

